Control apparatus



Aug. 20, 1946. R. R. STEVENS CONTROL APPARATUS Filed May 22, 1945 2 Sheets-Sheetd w o 3 INVENTOR Roy R. Ste V8128 BY v 521M ATTORNEY Aug. 20, 1946. STEVENS 7 2,406,264

CONTROL APPARATUS Filed May 22, 1943 2 Sheets-Sheet 2 as 100- I192 80 1oz 9Q j 101$. 8 s7 104 105 fig 11 I I 1 112 r s1 -55 141 58 59 *141 59 1 1 a! r 121 57 I :IS

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8 I INVENTOR Zia HS Roy R Sfevens 150 146 49 58 ATTORNEY Patented Aug. 20, 1946 UNITED STATES PATENT OFFICE CONTROL APPARATUS Roy R. Stevens, Forest Hills, Pa... assignor to The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation of Pennsylvania Application May 22, 1943, Serial No. 488,042

Claims. 1

This invention relates to control apparatus for prime movers and more particularly to manually operative means for controlling different operations of one or more prime movers of the Diesel ype.

One object of the invention is the provision of a control apparatus for selectively controlling the starting, reversing and/or speed or power output of a plurality of reversible Diesel engines either individually or in multiple.

Another object of the invention is the provision of a control apparatus of the above type employing fluid under pressure as the controlling medium which provides for prompt and accurate control and is particularly adapted for remote control.

Other objects and advantages will be apparent from the following more detailed description of the invention.

In the accompanying drawings; Fig. 1 is a diagrammatic view, partly in section and partly in outline of a control apparatus embodying the invention; Figs; 2, 3 and 4 are sectional views taken on the lines 2 -2, 3-3 and 4-4 in Fig. 1; Fig. 5 is a longitudinal sectional view of a selflapping valve structure employed in several devices shown in Fig. 1; Fig. 6 is a longitudinal sectional view of an interlock device shown in elevation in Fig. 1; Fig. 7 is a sectional view taken on line I--I in Fig. 6; and Fig. '8 is a sectional view of the double check valve device shown in elevation in Fig. 1.

Description In the drawings, the reference numerals I and 2 indicate two like Diesel engines of the reversible type. The engine I is connected to drive a shaft 3 and is provided with a fly-wheel 4 within a housing 5 secured to one end of the engine. Projecting from one side of the engine I is a socalled maneuvering shaft 6 for controlling the starting and reversing of the engine. The shaft 6 may have a neutral position for stopping the engine and at one side of neutral position, the shaft may have primary and secondary start positions for starting the engine in one direction, and a running position in which it will remain after the engine is started. At the opposite side of the neutral position shaft 6 may have primary and secondary start positions for starting the engine in the reverse direction, and a running position to which the shaft will be turned and then left while operating in the reverse direction. A sprocket wheel I is secured to the shaft 6 for turning it to its different positions.

Also projecting from the side of engine I is a governor shaft 8 for controlling the fuel supply to and thereby the speed or power output of the engine. A lever 9 is connected to the shaft 8 for operating same. This lever may have an engine idling position in which it is shown and it may be rockable from this position in a clockwise direction, as viewed in the drawing, for increasing the engine speed or power output.

Associated with the fiy-Wheel housing 5 of engine I is a manual turning device III for turning the crank shaft (not shown) of the engine for the purpose'of timing the engine, fitting connecting rod bearings, etc. This turning device may comprise a manual operating lever II having a fulcrum connection with the housing 5 and provided with an arm I2 to the end of which is connected. one end of a dog I3. The opposite end of dog I3 is arranged to engage gear teeth I4 provided around the fly-wheel 4. In the normal position of lever II shown in Fig. 4, the dog I3 is supported out of contact with the teeth I4 bya pin I 5 secured in the housing 5. Upon movement of lever II in a counterclockwise direction as viewed in Fig. 4, the dog I3 will engage a tooth I4 when the lever obtains a position such as indicated by a dot and dash line I6. Movement of the lever from this position to a position such as indicated by a dot and dash line I! will actuate the dog I3 to turn the fly-wheel one tooth. Movement of the lever back and forth between the positions indicated by lines I6 and II will ratchet the fiy-wheel 4 around, as will be apparent. Return of lever I I to normal position will disengage dog I3 from the fly-wheel 4.

The engine 2 is connected to drive a shaft I9 and has a housing l8 containing a fly wheel (not shown), a manual turning device 20, a maneuvering shaft 2| turnable by a sprocket wheel 22, and a governor shaft 23 adjustable by a lever 24; these parts being identical to the corresponding parts associated with engine I.

detailed description thereof is deemed unnecessary.

Mounted on a panel associated With engine I is a fluid motor 5| connected through the medium of a sprocket wheel 25 and chain 26 to the sprocket wheel I. This motor is operative to turn the maneuvering shaft 6 to its different positions and is controlled by pressure of fluid provided in either of two control pipes 21 and 28,

which may be called forward and reverse pipes, respectively. When both of these pipes are open to atmosphere, the motor 5| will position the maneuvering shaft 8 in its neutral position. Upon supply of fluid at a certain pressure to pipe 21, 'motor 5| will turn the maneuvering shaft '6 to its primarystart position at one side of neutral. When this pressure is reduced to a certain lower degree the motor 5| will turn shaft 6 to its secondary start position, and when reduced to a still lower degree, the shaft 6 will assume its running position. Upon opening of pipe 21 to atmosphere, with pipe 28 also open to-atmosphere, motor 5| will return shaft 6 to its neutralposition for stop-ping the engine. Starting and running of engine I in the reverse direction may be obtained by operation of motor 5| in respon e to the provision in pipe 28 of fluid at the same difierent pressures as provided in pipe 2'! as just described.

,A like fiuid motor 29 controlled through forward and reverse pipes at and 3| is associated with engine 2 forcontrolling the maneuvering shaft 2| thereof in the same manner as just described for engine The two motors 5| and Ziimay be structurally and operatively identical to corresponding parts fullydisclosed and described in my copending application Serial No. 463,792, filed October 29,

1942, now Patent No. 2,383,278. A further description of these parts in the present application is not deemed essential to a clear understanding of the invention and will therefore be omitted. 1

The governor lever 9 associated with engine is connected through an extensible link 3| to one arm of a bell crank .32 which at its knee is pivoted on said engine. The other arm of the bell crank is connected to one end of a rod 35 projecting from one face of a piston 33 contained in a cylinder 34 which is secured to the engine.

A spring 36 encircling rodtfi within the cylinder 7 3a is provided for urging, the piston 33 to an engine idling position shown in the drawings for thereby positioning, through the medium of link 3|, the governor arm 9 in its idling position. At the opposite face of piston 33 is a pressure chamber 37 connected to a control pipe 38. v

The extensible link 3| comprises a cylinder 39 operatively connected to the governor lever 9 and containing a piston 4|) operatively connected through the medium of a rodfll to the bell crank 32, A spring 42 in cylinder 39 acts on one side of the piston Gt, while at the opposite side of the piston is a pressure chamber 43. When the pressure chamber 43 is at substantially, atmospheric' pressure the spring 42 is arranged to hold the piston it in the position shown in the drawings whereby the link 3| may provide a substan-. tiallyrigid operating connection between the governor lever 9 and the bell crank 32. Upon supply of fluid to chamber 43, in a manner which will be later described, at a pressure which overcomes the opposing force of spring 42, the cylinder 39' will move relativeto the piston 40 to an extent depending upon the degree of such pressure for effecting a corresponding adjustment of the lever '9 relative to the bell crank 32.

The engine 2 is provided with a like extensible link 44 operatively connecting the governor lever 24 to a bell crank 45 which is also connected to a piston 46 contained in a cylinder device secured to said engine, the piston being subject to the opposing pressures of. a spring 4'! and of 'base i portion.

the stand 55.

The control stand 55 may comprise a hollow base portion 5'! having oppositely arranged side walls 58 and 59 and a cover 6|) secured to said A shaft 5% disposed within the cover 60 is supported at its opposite ends in bearings 6| and 62 provided in the end walls of said cover, which bearings provide for both rotary and longitudinal movement of such shaft. Two operating members 63 and 64 are mounted on shaft 54' adjacent the bearings 6| and 62, respectively, and are maintainedin spaced relation by a sleeve 55 disposed on said shaft with its opposite ends in engagement with said members. 54 carries a key 66 which is disposed to slide in a slot 61 extending longitudinally of the member 63. The shaft 54 is also provided with a key 68 and the member 64 has a longitudinally arranged slot 69 for receiving said key. In the drawing the key 68 is shown out of the slot, 69 and disposed in a slot in the sleeve 65, to provide for rotary motion of member lid on and relative to the shaft 54. With the key 68 moved into slot 59, in a manner which will be later, described,

the shaft 55 will be secured to said member for in an annular recess provided in a member' 'it' which is secured to the cover. Interengagement between member 14 and the two collars it is arranged to secure the members II and I2 against longitudinal movement. The sleeve iii carries a key 75 which is constantly disposed'in .a slot in the member H for securing the sleeve to turn with said member, and the member 12 has a slot 16 for receiving the key 15 upon longitudinal movement of the sleeve 10 for securing the member 12 to member 1|, whereby both will move in unison.

A lever 88 extending from the outside of the cover through a slot 8| therein has one end connected to the member. 93 for turning same and thereby the shaft 59 in its bearings. A like lever 82 extending through a like slot in the casing has one end'connected to the member M.

mounted on shaft 55. These levers and the slots through which they extend are identical, and

'Wil] operate at an idling speed, and movement of the levers away from this end of the slot is intended to cause acceleration or .an increase in the power output .of the engines in accordance with'the extent of such movement, as will be later described. Mounted oneach of the levers Stand 82 within the cover 69 is a friction shoe 83 having sliding contact with the interior surface of the cover andurged intocontact with said surface by a spring 84 encircling th respective The shaft 5 lever andcarriedby the member' 03 or-64 a's'the case may be.

sition indicated in Fig. 2 by dash and dot line 98, 99, and I00, respectively, and which c'orre spond to the positions ofthe-maneuveringgear shaft 6 of engine I- atone side'of its neutral position. The lever 86 may have like positions at the opposite side' of its neutral position, as indicated in Fig. 2 by dash and dot lines- IOI, I 02 and I03; respectively, corresponding to the positions of the maneuvering gearshaft 6 of engine I at the opposite side of its neutral position,

Slidably mounted on lever 86 within the cover 60 is a detent I04, and the cover is-provided with a plurality of notches shown in Fig. 2 arranged to receive said detent in the different positions of said lever for'defining such positions. A spring I05 carried by the lever actson the detent I04 for urging same against the cover and thereby into the respective recesses'in the difierent positions of the lever.

The operating member 'II is connected to one end of a lever I06 which extends through a slot in the cover, like'slot 81. plurality of different operating positions in the slot like the positions of lever 86, for controlling the positioning of the maneuvering shaft 2i of engine 2. The lever I06 also carries within the cover a detent I01 and a spring I08 for urging the detent against the inner surface of the cover which is provided with recesses for receiving the detent to define the different positions of the lever. These recesses are not shown in the drawings but may be like the recesses provided to receive detent I04.

The member 63 is provided with an arm IIO which is pivotally connected to one end of a link III. The opposite'end of link I II is connected to aself-lapping fluid pressure'control valve device H3 which is mounted on the side wall 58 of the base member and which is arranged to control the pressure of fluid in the speed control pipe 49 leading to engine 2. The member 64 is provided with an arm I09, like the arm H and which is connected through the medium of a link II4 to a self-lapping control valve device H which is mounted on side wall 58 of the base member and which is arranged to control pressure of fluid in the speed control pipe 38 leading to the engine I.

The operating member l2 i 'pr'ovided with two oppositely arranged arm-3 IIE and? connected by links H8 and I 89 to self-lapping control valve devices I and I2I which are provided for controlling pressure of fluid in pipes 21 and 28, respectively. The member TI is also provided with oppositely arranged arms not shown but like the arms of member "I2 and these arms are connected through the medium of links to self-lapping valve device for controlling the pressure of fluid in pipes 'and. 3 I, only one of these links and selflapping valve devices being shown in the drawings: and being indicated by the reference numerals I 22- and :I 23, respectively;

hefriction between the shoes 83 and cover is intended to hold the levers 80 and The lever I36 has a 1..

It is. desired now: to 'point out that; the lever and self-lapping valve device II3 constitute the speed or poweroutput control meansifor the engine 2, while. the like lever 82 and self-lapping valve device I I5 constitute the speed or*power"out-- The lever.

put control mean for engine I. and self-lapping control valvedevice E20 and I25 controlled thereby constitute means for controlling, through the medium of the fluid motor 54, the positioning of the maneuvering gear-shaft 6 of engine I, while the like lever- H33 and thetwoself-lapping valve devices including the device I23 constitute means for controlling; through the medium of fluid motor 29, the po-sitionin'g'oi the maneuvering shaft-2| of engine 2.

, Each of the self-lappingv valve devices H3, II5, I20, I2I, I23 and the one not shown may be of identical structure and as shown inFig. -5' may comprise a casing having a through bore one end of which is closed by a cover I25"and' in which there is slidably mounted at one side of the'cover a piston i25 and a plunger I2l, the piston being interposed between said cover and plunger. The cover 525 has a supply valve chamber I28 containing a supply valve I29 arranged to control communication between said chamber and a bore I3I which is open to a chamber 'ISZformed between the cover and the piston I20. The supply valve chamber I28 in each of the self-lappingvalve devices is opened to a pipe I33 which i constantly supplied with fluid under pressure from any suitable source. The chamber I32in the valve devices IIS and H5 are connected to pipe 48 and I33a, respectively. In the valve devices I20 and i2! the chamber I52 is open to pipes"?! and 28 respectively, while in the valve devices including I23 controlled by lever W8 this chamber is connected to pipes 38 and Si.

The supply valve I28 ha a stem loosely extend ing through the bore i3i into chamber I32"wherein on its end there is provided a release valve- 5 3d arranged to cooperate with an annular seat provided on the piston I26 around a borelfi ii therein for controlling communication between chamber I32 and a chamber 535 at the opposite side of the piston, to which chamber I36 the bore is open byway of apas'sage 533. The chamberlfifi is in constant communication with the atmosphere througha passage I33 and contains a control spring I39 bearing'at opposite ends against the piston E26 and plunger I21. A-bias spring IdEl'is provided in chamber I 32 to act'on the piston E26 for urging same in the direction away from the release valve I34. A seating spring I 4! in chama pin I42 carried by a bracket I 43 projecting; from the-casing of the device. The opposite end of this lever in the self-lapping valve devices I i3 and i5 is connectedv to links III and H4 respectively, while .in the other self-lapping valve devices 22%, I2I and I23, it is connected to links I 58, I59, and 22, respectively.

When the plunger 52'! occupies the position shown in the drawing the pressure ofspring I39 on the piston I20 is substantially fully relieved to thereby allow bias spring I40 to'move the piston I26 to the position shown" to allow closing of the supply valve I29 andopening of the release valve I 34 to thereby. connect. chamber I32 and theconnected pipe tothe:atmosphereathrougn I 7 bore I35 inthe' piston and thence by way of passage I38. 7

' When the lever H2 is rocked in a direction to urge the plunger I27 toward the piston iZS this movement of said plunger acts through the control springltd to first move the piston I26 into contact with the release valve l 3 l and to then move said release valve to unseat the supply valve I 29. Upon opening of supply valve 129 fluid under pressure will flow from chamber I28 to chamber I32 and thence to theconnected pipe and when this pressure acting on piston I25 .becornes increased to. a degree ufiicient to overcome the force of spring 139 the piston I26 will move against said spring relative to the plunger iii to allow closing of the upply valve I29 when the pressure of fluid obtained in chamber I 32 is in-' creased to a degree determinedby the displace-- ment of plunger l2? from its normal position shown If the plunger I2! is moved further against pring I29 the structure will operate to correspondingly increase the pressure of fluid in chamber [32. If, however, the lever H2 is operated to allow the force of spring IE9 to move the plunger 12? inc. direction away from piston i25, the consequent reductionin force of said spring on said piston will allow the pressure of fluid in contact with the release'valve to thereby limit the reduction in pressure in said chamber to a degree correspondingto the reduced force of spring I 39, as determined by the position of plunger I2 with respect to its normal position. If the plunger iil i allowed to return further toward its normal position .a corresponding further reduction in pressure of fluid in chamber l32 will occur, while in case the lever I i2 is operated to allow plunger I21 to. return to its normal position shown in the drawing a complete release of fiuid'under pressure from'chamber E32 and the connected pipe will result. It will-thus be ap-. parent that this self-lapping valve structure will vary the pressure of fluid in chamber i32 and thereby in the connected pipe in accordancewith the position of the operating lever i 52 away from its normal position and, in turn, in accordance with the position of the respective operating lever 39, 82,86 orIllS. q

it will now be seen that the lever 89 in its normal. or idling position shown, the speed control pipe 59 leading to engine 2 will be at atmospheric pressure to allow the speed control piston iii associated with said engine to move to its engine idling position shown in the drawings. Movement ofthe lever80 out of idling'position will actuate the self-lapping valve device [I3 to supply fluid under pressure to pipe 49 to adjust the piston 5 to a position in its cylinder corresponding to the extent of movement of said lever away from idling position, to thereby provide for a corresponding increase in speed or output of engine 2. Any desired degree of speed or power output of engine 2 may therefore be obtained by the proper positioning of lever 88. 'In the same manner, the lever 82 is arranged to control the pressure of fluid in the speed control cylinder 34 of enginel through the medium of the self-lappingvalve device H5 and pipel38 which is normally connected to pipe I33a by way of an interlock valve device I44 in a manner which will be later describedyfor thereby regulating the speed or power output of said engine in accordance'with the position of said lever.

It will be seen that movement of lever 88 in either direction from its neutral position to. its difierent positions hereinbefore described in connection with Fig. 2, will cause operation of fluid motor 5| to correspondingly position the maneuvering gear shaft 6 of engine I. The engine I may be caused to start and operate in one direction upon movement of lever in one direction from its neutral position or inthe reverse direction upon movement of said lever in the opposite direction from its neutral position, or movement of said leverto neutralposition will cause stopping of said engine. The engineZ will operatein a like-manner in response to operation of the lever I06 I The interlock valve device Id lcomprises a casing containing two spaced ffiexible diaphragms M5 and I46. The diaphragm I45 is of smaller area than the diaphragm Hi5 and both are connected to a common stem I41 extending into a chamber I48 which is in constant communication with pipe 4-9. The stem is connected to' move a double check valve I49 arranged to control communication between pipe 33 and pipe id on the one hand and pipe 38 and pipe ISBa. on the other hand. 1 With the check-.valve in the position shown in Fig. 8 the pipe 38 is disconnected from pipe I33a and opened to pipe 49. In an opposite or left-hand position of the double check 'valve, communication is closed between pipe 38 and pipe 49, and pipe 38 is opened to pipe I33a, which provides for control of the speedor power output of the engine l by operation of 1 lever 82, as above described. o

' The. space between the two and H45 is open to the atmosphere'thro-ugh a port E58. At the opposite side of diaphragm N55 is.

power output of the engines I and 2 as above described is dependent upon the shaft 54 and sleevelll occupying the positions shown in Fig. 1.

Multiple control or control in unison of the maneuvering gear shafts 6 and 2| and of the speed or power output of the two engines is provided for by structure which will now be described.

One end of sleeve 19 is provided with two spaced annular collars I55 between which is disposed one end of a lever E58 which is fulcrumed at its opposite end on a lug I5! provided on a portion of the base portion 51. A cylinder I58 secured to the base portion 51' contains a piston I59 which is provided with a rod I63 projecting through a pressure chamber, Hil atoneside of the piston to the exterior of the cylinder and having its end connected to the lever I56 intermediate its ends. At the opposite side of piston I59 is a pressure chamber I62. The pressure chambers I 5! and I62 are connected by pipes I63 and 155, respectively, to a manually operative selector valve device having a control handle I66. This valve'devic'e may be of any diaphragms Hi5 suitable structure for connecting either of the pipes I63 or I64 to the fluid pressure supply pipe I33 while opening the other pipe to atmosphere. The lever I66 for controlling the valve device I65 may have a position in which it is shown for opening pipe I 63 to atmosphere and for opening pipe I64 to the fluid pressure supply pipe I33 to thereby provide fluid under pressure in pressure chamber I62 at one side of the piston I59. This pressure acting on the piston I59 will move the piston to the position shown for thereby operating the lever I56 to shift the sleeve 10 longitudinally on the sleeve 65 for withdrawing the key 15 from slot 16 in the member 12. With the key 15 in this position independent operation of the levers 86 and I06 in the manner above described is provided for.

The lever I 66 of the selector valve device is also movable to a second position indicated by a dash and dot line I61 for opening pipe I64 to the atmosphere and for connecting pipe I63 to the fluid pressure supply pipe I33. In this position of lever I66 fluid under pressure will then flow to pressure chamber I6I and move the piston I59 in the direction of the right hand. This movement of the piston will operate the lever I56 to shift the sleeve 10 longitudinally of the sleeve 65 in the direction of the right-hand, and with the lever 86 disposed in the same plane as lever I66, as in neutral position of both of said levers, the slot 16 in member 12 will be aligned with the key 15 so that said key will enter said slot and be moved into engagement with the inner end thereof. In this position of key 15 a portion of it will be disposed in each of the members 12 and 1! thereby securing the two levers 86 and I96 together for movement in unison.- With the two levers 86 and I66 thus secured together for movement it will be seen that movement of either will cause simultaneous and like operation of the two fluid motors 5! and 29 and thereby like positioning of the maneuvering gear shafts 6 and2I of the two engines I and 2.

When it is desired to change the control of the maneuvering gear shafts 6 and 2I from multiple to individual, lever I66 of the selector valve device I65 is returned to the position shown in the drawing to thereby cause the piston I59 to move sleeve 16 to its left hand position in which the key 15 is out of slot 16 disconnecting said sleeve from the o erating member 12.

A cap I68 is secured over the bearing 6I in cover 60 and contains a piston I69 having a rod I10 engaging the adjacent end of shaft 54. A like cap I1! is secured over the bearing 62 and contains a piston I 12 having a rod I13 en aging the adjacent end of shaft 54. The rod I10'extends through a non-pressure chamber I14 which may be opened to the atmosphere as by way of a port I15, while a corresponding chamber I16 at the adiacent side of piston I12 may be open to the atmosphere by way of a port I11. At the opposite side of piston I69 is a pressure chamber I18 connected to a pipe I19, while at the op osite side of piston I12 is a pressure chamber I89 connected to a pipe I8I. The pipes I19 and I8I are connected to a manually operative selector valve device I82 arranged to control communication between said pipes and the fluid pressure supply pipe I33 and the atmosphere. This selector valve device may therefore be like the selector valve device I65 and may have an operating handle I83 having one position in which it is shown in the drawings and another position as indicated by a dot and dash line I84.

supply pipe I33.

With lever I83 of the selector valve device I82 in the position shown it opens pipe I19 to the atmosphere and connects pipe I8I to the fluid pressure supply pipe I33 to thereby supply fluid to chamber I86 at one side of the'piston, I12. Since at this time chamber I18 at the opposite side of piston I68 is open to atmosphere, the pressure in chamber I acting on piston I12 will shift the shaft 54 longitudinally relative to the members 64 and 63 and sleeve 65 to the position shown in the drawing in which the key 68 is moved out of slot 69 in member 64 to thereby allow individual operation of the levers 88 and 82 for controlling the speed of the two engines, as above described.

If it is desired to control the speed of both engines in unison, the lever I83 of the interlock valve device I82 is moved from the position shown to that indicated by dot and dash line I84 in which pipe MI is opened to the atmosphere and pipe I19 is connected to the fluid pressure Fluid under pressure will then flow to chamber I18 at one side of the piston I 69, and since chamber I80 at the opposite side of piston I12 is open to the atmosphere at this time; the piston I69 will shift shaft 54 longitudinally in the direction of the right hand relative to the sleeve 65 and member 64. With the lever 82 disposed in the same plane as lever 80, as with both levers in their idling positions, the slot 69in member 64 will be aligned to receive the key 68 so that the piston I69 will move the shaft 54 to a position defined by contact between said piston and the inner wall of the bore in which it operates andin which the key 68 will be disposed partly in slot 69 in member 64 and partly in the sleeve 65 thereby securing the lever 82 to the shaft 6! to which the lever 80is constantly connected. With the key 68 thus positioned both of the levers 60 and 82 will move together so that operation of either one will control the speed of both engines simultaneously thus providing for multiple control of speed of the two engines.

Return of lever I83 of the selector valve device I82 to the position shown in the drawing, with a consequent release of fluid under pressure from chamber I 18 and supply of fluid under pressure to chamber I 80 to act on piston I12, will cause shifting of the shaft 54 back to the position shown in the drawing for disconnecting the levers 80 and 82 to thereby allow individual adjustment of said levers and individual control of the speed or power output of the two engines.

With the piston I69 in the position shown in the drawings diaphragm chamber I5I in the interlock valve device I44 is open to the atmosphere by way of pipe I52, non-pressure chamber I 14 and the atmospheric port I15, so that when fluid under pressure is supplied to pipe I33a by opera... tion of lever 82 for controlling the speed of engine I, such pressure acting on one end of the double check valve I49 will be able to shift said check valve to its opposite seating position to thereby open pipe I 33a to pipe 38 whereby control of the speed of engine I in response to operation of lever 82 is obtained. However, when piston I69 is moved to its inner position to provide for multiple control of the speed of both engines, the pipe I52 is opened to chamber I18 so that fluid under pressure will flow to diaphragm chamber I 5| in the interlock valve device I44. Fluid under pressure thus supplied to chamber I5I will deflect the diaphragm I45 and move the double check valve I49 to the position shown ano e-e4 in'the drawings for thereby closing communication between'pipe I 3311 and pipe -38 and for open1-- ing the latter to pipe 491 Inother'words in' this position of the interlock valve device thespeed; and 4% of both engines will be controlpistons 33 V connectedto pipe 49- for control'by the-'self-lap ping valve device H3 contr'olledby lever 80, to

thereby assure either of the levers 89 or 82.since' these lovers are secured together for movement in unison.-

. In' multiple control of the two enginesthetadgsaid pistons being Subjected to the same: pressure:

ofi'fluid; there might be a slight difierencetinither speed .or power-output of. one of theengines with.

respect to thatiof'the other. In ordentoequa'lizei theworlr of'theitwo. engines. or'to synchronize? theirfspeeds particularly when connected tOJindi vidual devices such as theipropellers. of .a shi'p;xthe1 extensibleli'nks:and vernier control valve device:

is provided;

'Ihezvernier controLvalve device 56 comprises the same degree of speed :control 51 pressure on both" of said pistons, whereas su ch like pressures might not'be obtainedbytheselfllapping valve devices H3 and 5 in the==same position of levers 8H and 82. It will be noted' tl'iatf whilethe speed'or power output "ofbothzengines iscontrolledby the self-lappingvalve device H3 in multiple control, said device" is operative by neutral position; both-of the pipes use andv W9 will'be opened to'theatmosphere thereby venting fiui-d under pressure. fromiboth of r the extensible links 39 and 44 to provide for adjustment of the speed orpower'output of both engines solely in response to operation oithe speed control levers: Sitand/or: 82. A friction shoe I98 is provided on the lever lfiT- for slidable engagement with an interiorsurface of the casing f the d'eviceand' is urged into contact with said surface by a spring 691 to thereby obtain such resistance to move ment of said lever asto'hold same in any adjusted position-without manual effort.

two self-lapping controlv valve. devices: I85

I85 which may beidentical to the structurezshowrr insEig. 5'and':hereinbefore described; Theseitwo' valve: devices are arranged oppositelyr to each.- other with the plungers MI engaging opposite sides of a: lever I81. Movement/of the: lever: M5 from. aneutral. position in the. direction? ofst'het device. I85 will actuate same to supply-fiuidmnderr pressure: toa'spiper I88; while movement: in' the: opposite: direction fromthe neutral position shown: will supply fluid to apipe I89. The pipe 'I B-Sdea'ds to pressure chamber 43110. the: extensible-=1inkz39 while theipipe I88 leads to. acorrespondin'gmresrsure;chamberin'.the;link'4 l-; If the valvexdevice 56- is operatedxtoi supply fluid to. pipe: I89ra-nd thence toipressurechamber 43? in link 31; this:

pressure, whenit overcomes the opposing-forceofzspring 42:011. cylinder 39, will move said cylin der-relative-to'the piston the position of which is fixed by'piston 33 in cylinder 34;,to-thereb'y rock the lever einadirection for increasing, the. speedofi engine I-with respect to the speed.zprovided' by the: pressure of fluid supplied-tether cylinder:- devices 34. engine: I withirespect to may beaadjustedor limited accordingto the' pres= sure of fluid-supplied. to the pressure chamber 43 This increase in speedv of the speed of engined:

by operation of the'vernier' control valve device 56,,whereby'the speed of said engine may; be brought into synchronism with that of engine:2;

orthework-of engine I may be adjusted as desired relativettorthat'of engine 2; If however the;en'-- gine I" is operating satisfactorily and a" slight changewin speed or output of engineiis desired,

the lever. lfi'I of-the Vernier control device 55 may be? moved in the directionto actuate: the self-laptping valve-device IB5-to thereby supplyfiuidun'der pressure throughipip-e I88 totheextensibleiink M :for operating, same. in the same. manner: as above: described: in connection with link. 39, to increasezthe speed. or output ..of* enginev 2. With Communication through pipes 25 and 28"to the fluidtmotor 5! is controiled by an interlock valve device- E93. This device as shown in detail in Figs. Sand '7 comprisesga casing containing aplug" valve I94 to one end of which is connected an lfifi'and l 89::therein open'comrnunication through the'pipesi'i and 28, between'the' fluid motor *5! and. the: self-lapping control'valve devices I28 and; I21; respectively, in" the control stand 55. When leveri I is moved'from its normal position shownin. Fig. 4 for. turning the' fly-wheel e of the engine I, ita'cts through the rod I96 to turn the" plug valve IQ' I' in'itsicasing', and the parts areieso arranged that at the. timesaid lever'obtains the positiontindicated bytiie dash and dot line 5'6 communication through pipes 2? audit by way'of'passages IQS'and- 599' in'said valve is broken; and a: cavity zfiu'provided 'inone sideof the: valve is moved into registeriwith'the nor-- tions of said pipeswhich'arexcomi'ected' to the'mo tor: 5i. ThecaVity'ZflII- is inbonstant communication with theatmosphere' by Way of a vent port 24 throughthe side of 'the'casingof the device; whereby when the" lever Ii obtains the position indicated by' the dash' and dot line I6 thetportion' of. the control pipes 2i and 2fi"con-- nected: toithez motor 5'! willbe opened to the atmosphere; and this condition will beimaintained' upon further; movement of the lever to the po-- sitionindicated by the dot and. dash line H; Thus as long as the lever' IIisbeingpperated'. to tIlIIITthGflY-Whl the portions of pipes 21 and 28-connectedtothe motor '5I will 'beinaintained opened to the atmosphere to thereby prevent operation of said motor; Return of lever Il'to its normal position shown in Fig. 4 will operate theinterlock valve device I'93to open communication through the pipes 21 and 2S between th'efluid motor 5| and control stand 55 Bythis arrangement" the engine I cannot be unintentionally started'and operated-while the engine-isbeing Summary From theabove description: it "will now benoted that-.1 have provided a control apparatusafcna plurality of reversible Diesel engines whereby the engines may be started and reversed? and thethe -leverslS'Ixofthevernier control devicefiiiiin its 75. speed iof-the engines may be adjusted, either in- The lever I95' is connected by a rod I96 dividually or in multiple. The selection between individual and multiple control is controlled by manually operative selector means. In one position of the selector mean individual control of the engines is provided while in another position multiple control is provided. The individual control of starting and reversing, and speed for each engine is through the medium of two levers, one for controlling the startin and reversing of the engine and the other for controlling the speed. For multiple control the like control levers for both engines are secured to ether for movement in unison so that the operation of one start and reversing lever or of one speed control lever will cause starting, reversing or adjustment of speed of both engines in unison. The control apparatus further embodies means where by the speed of any oneengine may be adjusted relative to that of another in order to equalize the work or to synchronize the speed of the two engines. The engine may be provided with any conventional means for turning same to efiect adjustments or repairs of the engines and interlock means are associated with the turning means for preventing undesired starting of the engines while being worked upon.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. A control system for controlling an operation of two internal combustion engines, comprising a fluid motor for each engine adjustable by fluid under pressure to control the respective operation, two manually operative control valve means, one for each of said motors, and each be ing individually operable to vary the pressure of fluid on the respective motor, selector means having one position providing for independent operation of said two valve control means, said selector means being movable to a second position, and means responsive to movement of said selector means to said second position to disconnect one of said fluid motors from its respective control valve means and to connect same to the other control valve means to provide for control of 4.3

control means and having a second position for rendering all of said devices adjustable by fluid pressure provided by one of said control means, and means operable to selectively position said selector means.

3. In combination, two fluid pressure adjustable motors, two individual fluid pressure control valve devices, one of said control valve devices being at all times eilective to control pressure of adjusting fluid in one of said motors, selector mechanism operable in one position to render the other control valve device effective to control the pressure of fluid in the other motor and operable in a second position to render said one control valve device effective to control the pressure of fluid in said other motor in unison with the control in said one motor, means operable to selectively position said mechanism, and means arranged to control said control valve devices.

4. In combination, two fluid pressure adjustable motors, first and second fluid pressure con- 14' trol valve devices each operable to provide adjusting fluid pressure, two control levers, one for controlling operation of each of said control valve devices, interlock means selectively operable to either connect said levers together for movement by each other or to disconnect said levers from each other to allow individual movement of each lever, selector means operable in said motors and; said first control valve device to render said first control valve device effective at all times to control pressure of adjusting fluid in said one motor, valve means operable to selectively establish a fluid pressure control communication between the other motor and either one of said control valve devices and at the same time to close a communication between said other motor and the other control device, and means operable upon movement of said selector means to said one position to effect operation of said valve means to open communication between said other motor and said first control valve device and operable upon movement of said selector means to said second position to render said valve means eiiective to open communication between said other motor and sec ond control valve device.

5. In combination, two fluid pressure adjust able motors, first and second fluid pressure control valve devices each operable to provide ad-' justing fluid pressure, two control levers, one for controlling operation of each of said control valve devices, interlock means selectively operable to either connect said levers together 'for movement by each other or to disconnect said levers from each other to allow individual movement of each lever, selector means operable in one position to effect operation of said interlock means to connect said levers together and operable in a second position to effect operation of said interlock means to disconnect said levers from each other, means providing a constantly open fluid control communication between one of said motors and said first control valve device to render said first control valve device effective at all times to control pressure of adjusting fluid in said one motor, valve means operable to selectively establish a fluid pressure control communication between the other motor and either'one of said control valve devices and at the same time to close a communication between said other motor and the other control device, a movable member operative to control said valve means and controlled by pressure of fluid in a chamber, said member being adapted upon supply of fluidunder pressureto said chamber to effect operationoi said valve means to establish the fluid pressure control communication between said other motor and said first, control valve device and being adapted with fluid under pressure released from said chamber torender said valve means effective to establish the fluid pressure control communication between said other motor and said second control valve device, and means effective upon operation of said selector means to said one position to efiect a supply of fluid under pressure to said chamber and upon operation of said selector means to said second position to effect a release of fluid under pressure from said chamber.

ROY R. STEVENS. 

